U.S. patent number 8,428,806 [Application Number 13/675,715] was granted by the patent office on 2013-04-23 for dual mode range extended electric vehicle.
This patent grant is currently assigned to Tesla Motors, Inc.. The grantee listed for this patent is Weston Arthur Hermann, Kurt Russell Kelty, Scott Ira Kohn, Jeffrey Brian Straubel. Invention is credited to Weston Arthur Hermann, Kurt Russell Kelty, Scott Ira Kohn, Jeffrey Brian Straubel.
United States Patent |
8,428,806 |
Kelty , et al. |
April 23, 2013 |
Dual mode range extended electric vehicle
Abstract
A dual mode battery charging system and method of use are
provided for use in an electric vehicle. The system utilizes at
least two user selectable, charging operational modes. In a first
operational mode, a state of charge circuit powers on the
engine/generator system whenever the battery state of charge falls
below a first level and until the battery state of charge reaches a
second level, where the second level is higher than the first
level. In a second operational mode, the state of charge circuit
powers on the engine/generator system whenever the battery state of
charge falls below a third level and until the battery state of
charge reaches a fourth level, where the fourth level is higher
than the third level, and where both the third and fourth levels
are lower than both the first and second levels.
Inventors: |
Kelty; Kurt Russell (Palo Alto,
CA), Kohn; Scott Ira (Redwood City, CA), Hermann; Weston
Arthur (Palo Alto, CA), Straubel; Jeffrey Brian (Menlo
Park, CA) |
Applicant: |
Name |
City |
State |
Country |
Type |
Kelty; Kurt Russell
Kohn; Scott Ira
Hermann; Weston Arthur
Straubel; Jeffrey Brian |
Palo Alto
Redwood City
Palo Alto
Menlo Park |
CA
CA
CA
CA |
US
US
US
US |
|
|
Assignee: |
Tesla Motors, Inc. (Palo Alto,
CA)
|
Family
ID: |
40512117 |
Appl.
No.: |
13/675,715 |
Filed: |
November 13, 2012 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20130066504 A1 |
Mar 14, 2013 |
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Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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12679807 |
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8346419 |
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PCT/US2008/077842 |
Sep 26, 2008 |
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60975474 |
Sep 26, 2007 |
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60975491 |
Sep 26, 2007 |
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Current U.S.
Class: |
701/22; 320/132;
315/86; 320/104; 257/296; 318/66; 324/423; 320/137; 320/128; 477/2;
320/101 |
Current CPC
Class: |
B60W
10/28 (20130101); B60L 50/62 (20190201); B60W
10/08 (20130101); B60W 20/13 (20160101); B60L
15/2045 (20130101); B60L 58/12 (20190201); B60K
6/46 (20130101); Y02T 10/64 (20130101); Y02T
10/62 (20130101); Y10S 903/903 (20130101); B60L
2210/40 (20130101); Y02T 10/7072 (20130101); Y02T
10/72 (20130101); Y02T 10/70 (20130101); B60W
2510/24 (20130101) |
Current International
Class: |
B60L
11/00 (20060101) |
Field of
Search: |
;701/22
;320/101,104,128,132,137 ;324/426 ;318/66 ;315/86 ;429/23 ;477/2
;257/296 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Trammell; James
Assistant Examiner: Malhotra; Sanjeev
Attorney, Agent or Firm: Patent Law Office of David G.
Beck
Parent Case Text
CROSS-REFERENCE TO RELATED APPLICATION
This patent application is a continuation of U.S. patent
application Ser. No. 12/679,807, filed 8 Apr. 2010, which is a U.S.
National Stage Filing under 35 U.S.C. 371 of International Patent
Application Serial No. PCT/US2008/077842, filed 26 Sep. 2008 and
published as WO 2009/042857, which claims the benefit of U.S.
Provisional Application Ser. No. 60/975,474, filed 26 Sep. 2007 and
U.S. Provisional Application Ser. No. 60/975,491, filed 26 Sep.
2007, the disclosures of which are incorporated herein by reference
for any and all purposes.
Claims
What is claimed is:
1. A system integrated into a vehicle, the system comprising: a
motor, said motor providing propulsion power to said vehicle; a
battery coupled to said motor and providing energy to said motor; a
generator system, said generator system comprising an engine, said
engine burning fuel selected from the group consisting of fossil
fuels, synthetic fuels and bio-fuels, wherein said generator system
provides charging energy for said battery; an engine control
circuit to power on and power off said engine, wherein said engine
control circuit powers on said engine when it receives an engine
control signal; a state of charge circuit configured to monitor a
battery state of charge and preprogrammed to provide said engine
control signal in accordance with an operational mode, wherein said
operational mode is selected from at least a first operational mode
and a second operational mode, and wherein the state of charge
circuit in said first operational mode provides said engine control
signal when said battery state of charge falls below a first state
of charge and until said battery state of charge reaches a second
state of charge, wherein said second state of charge is higher than
said first state of charge, and the state of charge circuit in said
second operational mode provides said engine control signal when
said battery state of charge falls below a third state of charge
and until said battery state of charge reaches a fourth state of
charge, wherein said fourth state of charge is higher than the
third state of charge, and wherein both said third state of charge
and said fourth state of charge are lower than both said first
state of charge and said second state of charge; and a user
interface coupled to said state of charge circuit and configured to
receive a user command selecting said operational mode for the
state of charge circuit, wherein said operational mode is selected
from at least said first operational mode and said second
operational mode.
2. The system of claim 1, wherein said first state of charge is
approximately 50% of a full state of charge.
3. The system of claim 2, wherein said second state of charge is
approximately 70% of said full state of charge.
4. The system of claim 1, wherein said third state of charge is
approximately 20% of a full state of charge.
5. The system of claim 1, wherein said third state of charge is
approximately 10% of a full state of charge.
6. The system of claim 5, wherein said fourth state of charge is
approximately 23% of a full state of charge.
7. The system of claim 1, wherein said an average of said first
state of charge and said second state of charge is preset at a
level of at least 68% of a full state of charge.
8. The system of claim 1, wherein said an average of said first
state of charge and said second state of charge is preset at a
level of at least 50% of a full state of charge.
9. The system of claim 1, wherein said an average of said third
state of charge and said fourth state of charge is preset at a
level of at least 20% of a full state of charge.
10. The system of claim 1, wherein said user interface is comprised
of a touch screen and wherein said user command is received via a
touch registered on said touch screen.
11. The system of claim 1, further comprising at least one
operational mode indicator, wherein said operational mode selected
via said user interface is indicated by said at least one
operational mode indicator.
12. The system of claim 11, wherein said at least one operational
mode indicator is comprised of at least one light.
13. The system of claim 1, wherein said user interface is comprised
of a touch screen, and wherein said operational mode selected via
said user interface is indicated by a message on said touch
screen.
14. The system of claim 1, wherein said engine of said generator
system is mechanically coupled to a generator.
15. The system of claim 1, wherein a generator is integrated into
said engine of said generator system.
16. A method of controlling charging of a battery, wherein the
battery is within a vehicle, wherein the vehicle utilizes a motor
for propulsive power, and wherein the battery provides energy to
the motor, the method comprising the steps of: providing a user
interface; configuring an operational mode of an on-board generator
system in response to a user selection input via said user
interface, wherein said operational mode is selected from at least
a first operational mode and a second operational mode; monitoring
a current battery state of charge; and charging said battery using
said on-board generator system, wherein said on-board generator
system is comprised of an engine, said engine burning fuel selected
from the group consisting of fossil fuels, synthetic fuels and
bio-fuels, and wherein said step of charging said battery further
comprises the steps of powering on and powering off said engine in
accordance with said operational mode, wherein in said first
operational mode said engine is powered on when said current
battery state of charge falls below a first state of charge and
powered off when said current battery state of charge reaches a
second state of charge, wherein said second state of charge is
higher than said first state of charge, and wherein in said second
operational mode said engine is powered on when said current
battery state of charge falls below a third state of charge and
powered off when said current battery state of charge reaches a
fourth state of charge, wherein said fourth state of charge is
higher than said third state of charge, and wherein both said third
state of charge and said fourth state of charge are lower than both
said first state of charge and said second state of charge.
Description
BACKGROUND OF THE INVENTION
There are a number of negative aspects to burning fuel in an
internal combustion engine to provide for transportation, such as
cost, pollution, and the unnecessary depletion of natural
resources. Vehicles having electric or partially electric
propulsion machinery address some of these problems, but users seek
more flexibility in how they use them.
SUMMARY OF THE INVENTION
A vehicle system is provided that includes (i) a propulsion motor,
(ii) a battery coupled to the motor and providing energy to the
motor, (iii) a generator system for providing charging energy to
the battery and comprised of an engine, (iv) an engine control
circuit that powers on the engine when it receives an engine
control signal, (v) a state of charge circuit that monitors the
battery state of charge and is programmed to provide the engine
control signal to the engine control circuit in accordance with an
operational mode, and (vi) a user interface coupled to the state of
charge circuit and configured to receive a user command selecting
the operational mode from at least a first operational mode and a
second operational mode. In the first operational mode the state of
charge circuit provides the engine control signal, thus powering on
the engine/generator, when the battery state of charge falls below
a first state of charge (e.g., approximately 50% of the full state
of charge) and until the battery state of charge reaches a second
state of charge (e.g., approximately 70% of the full state of
charge), where the second state of charge is higher than the first
state of charge. In the second operational mode the state of charge
circuit provides the engine control signal, thus powering on the
engine/generator, when the battery state of charge falls below a
third state of charge (e.g., approximately 10% or 20% of the full
state of charge) and until the battery state of charge reaches a
fourth state of charge (e.g., approximately 23% of the full state
of charge), where the fourth state of charge is higher than the
third state of charge, and where both the third state of charge and
the fourth state of charge are lower than both the first state of
charge and the second state of charge. The average of the first and
second states of charge may be preset at a level of at least 68% of
the full state of charge. The average of the first and second
states of charge may be preset at a level of at least 50% of the
full state of charge. The average of the third and fourth states of
charge may be preset at a level of at least 20% of the full state
of charge. The user interface may be comprised of a touch screen
and the user command may be received via a touch registered on the
touch screen. The system may include at least one operational mode
indicator, such as a light or a message on the touch screen, which
may be used to indicate the selected operational mode. The
generator of the generator system may be integrated into, or
mechanically coupled to, the engine.
In another aspect, a method of controlling battery charging is
provided, where the battery provides energy to a motor that, in
turn, provides propulsive power to a vehicle. The method includes
the steps of (i) providing a user interface, (ii) configuring an
operational mode of an on-board generator system in response to a
user selection input via the user interface, where the operational
mode is selected from at least a first operational mode and a
second operational mode, (iii) monitoring a current battery state
of charge, and (iv) charging the battery using an on-board
generator system in accordance with the selected operational mode.
In the first operational mode the method includes the steps of
powering on the engine of the on-board generator system when the
current battery state of charge falls below a first state of charge
and powering off the engine of the on-board generator system when
the current battery state of charge reaches a second state of
charge, where the second state of charge is higher than the first
state of charge. In the second operational mode the method includes
the steps of powering on the engine of the on-board generator
system when the current battery state of charge falls below a third
state of charge and powering off the engine of the on-board
generator system when the current battery state of charge reaches a
fourth state of charge, where the fourth state of charge is higher
than the third state of charge, and where both the third and fourth
states of charge are lower than both the first and second states of
charge.
A further understanding of the nature and advantages of the present
invention may be realized by reference to the remaining portions of
the specification and the drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a high level diagram of a vehicle, according to some
embodiments.
FIG. 2 is a block diagram of an electrical vehicle charging system,
according to some embodiments.
FIG. 3 is a block diagram of an article according to various
embodiments of the invention.
FIG. 4 is a diagram showing state of charge over miles operated,
according to an embodiment.
FIG. 5 is a diagram showing state of charge over miles operated,
according to an embodiment.
FIG. 6 is a diagram of a method, according to an embodiment.
DESCRIPTION OF THE SPECIFIC EMBODIMENTS
In the following description, reference is made to the accompanying
drawings that form a part hereof, and in which is shown by way of
illustration specific embodiments which may be practiced. These
embodiments are described in sufficient detail to enable those
skilled in the art to practice the invention, and it is to be
understood that other embodiments may be utilized and that
structural, logical and electrical changes may be made without
departing from the scope of the present invention. The following
description of example embodiments is, therefore, not to be taken
in a limited sense, and the scope of the present invention is
defined by the appended claims.
FIG. 1 is a high level diagram of a vehicle 100, according to some
embodiments. Vehicles include, but are not limit to, ground based
vehicles, aquatic vehicles, and aircraft. For the purposes of
explanation, the present subject matter focuses on ground based
vehicles. In particular, the present subject matter includes
examples outfitted to ground vehicles having hybrid
architecture.
Various batteries are contemplated. The present subject matter
includes embodiments in which the battery 104 is a battery that is
chargeable using electricity rather than chemicals or other
materials. Various battery chemistries are contemplated, including
lithium ion battery chemistries, lithium iron phosphate battery
chemistries, nickel metal hydride chemistries, lead acid
chemistries, and other chemistries.
The present subject matter provides systems and methods to charge a
battery while reducing operation of an on-board fuel burning engine
to charge the battery. For example, using the disclosed technology,
it is possible to drive a vehicle using only battery power a
farther distance.
FIG. 1 shows a vehicle system 100, according to some embodiments of
the present subject matter. In various embodiments, the vehicle 102
is an electric vehicle and includes a vehicle propulsion battery
104 and at least one propulsion motor 106 for converting battery
energy into mechanical motion, such as rotary motion. The present
subject matter includes examples in which the vehicle propulsion
battery 104 is a subcomponent of an energy storage system ("ESS").
An ESS includes various components associated with transmitting
energy to and from the vehicle propulsion battery 104 in various
examples, including safety components, cooling components, heating
components, rectifiers, etc. The inventors have contemplated
several examples of ESSs and the present subject matter should not
be construed to be limited to the configurations disclosed herein,
as other configurations of a vehicle propulsion battery 104 and
ancillary components are possible.
The battery includes one or more lithium ion cells in various
examples. In some examples, the battery 104 includes a plurality of
lithium ion cells coupled in parallel and/or series. Some examples
include cylindrical lithium ion cells. In certain examples, the
battery 104 includes one or more cells compatible with the 18650
battery standard, but the present subject matter is not so limited.
Some examples include a first plurality of cells connected in
parallel to define a first brick of cells, with a second plurality
of cells connected in parallel to define a second brick of cells,
with the first brick and the second brick connected in series. Some
examples connect 69 cells in parallel to define a brick. Battery
voltage, and as such, brick voltage, often ranges from around 3.6
volts to about 4.2 volts in use. In part because the voltage of
batteries ranges from cell to cell, some instances include voltage
management systems to maintain a steady voltage. Some embodiments
connect 9 bricks in series to define a sheet. Such a sheet has
around 35 volts. Some instances connect 11 sheets in series to
define the battery of the ESS. The ESS will demonstrate around 385
volts in various examples. As such, some examples include
approximately 6,831 cells which are interconnected.
A state of charge circuit 128 is pictured to monitor the state of
charge of the battery 104. The state of charge circuit can count
coulombs, watt-hours, or provide other measure of how much energy
is in the battery 104. In some embodiments, the state of charge is
determined by measuring the battery voltage either open circuited
or driving a known load. In additional embodiments, the state of
charge circuit could optionally provide additional battery
information, such as temperature, rate of energy use, number of
charge/discharge cycles, and other information relating to battery
state. The state of charge circuit 128 can be integrated into an
ESS.
Additionally illustrated is an energy converter 108. The energy
converter 108 is part of a system which converts energy from the
vehicle propulsion battery 104 into energy useable by the at least
one propulsion motor 106. In certain instances, the energy flow is
from the at least one propulsion motor 106 to the vehicle
propulsion battery 104. As such, in some examples, the vehicle
propulsion battery 104 transmits energy to the energy converter
108, which converts the energy into energy usable by the at least
one propulsion motor 106 to propel the electric vehicle. In
additional examples, the at least one propulsion motor 106
generates energy that is transmitted to the energy converter 108.
In these examples, the energy converter 108 converts the energy
into energy which can be stored in the vehicle propulsion battery
104. This is managed by a state of charge circuit, as disclosed in
FIG. 2. In certain examples, the energy converter 108 includes
transistors.
Some examples of the energy converter 108 include one or more field
effect transistors. Some examples include metal oxide semiconductor
field effect transistors. Some examples include one more insulated
gate bipolar transistors. As such, in various examples, the energy
converter 108 includes a switch bank which is configured to receive
a direct current ("DC") power signal from the vehicle propulsion
battery 104 and to output a three-phase alternating current ("AC")
signal to power the vehicle propulsion motor 106. In some examples,
the energy converter 108 is configured to convert a three phase
signal from the vehicle propulsion motor 106 to DC power to be
stored in the vehicle propulsion battery 104. Some examples of the
energy converter 108 convert energy from the vehicle propulsion
battery 104 into energy usable by electrical loads other than the
vehicle propulsion motor 106. Some of these examples switch energy
from approximately 390 Volts DC to 14 Volts DC.
The propulsion motor 106 is, in some embodiments, a three phase
alternating current ("AC") propulsion motor, in various examples.
Some examples include a plurality of such motors. The present
subject matter can optionally include a transmission or gearbox 110
in certain examples. While some examples include a 1-speed
transmission, other examples are contemplated. Manually clutched
transmissions are contemplated, as are those with hydraulic,
electric, or electrohydraulic clutch actuation. Some examples
employ a dual-clutch system that, during shifting, phases from one
clutch coupled to a first gear to another coupled to a second gear.
Rotary motion is transmitted from the transmission 110 to wheels
112 via one or more axles 114, in various examples.
A fuel burning engine 130 is pictured. The fuel burning engine can
burn any of a variety of fuels, such as fossil fuels, synthetics
and biofuels. The fuel burning engine 130 can be controlled to
provide a continuous level of power, or can provide a variable
level of power via control such as throttle control, as is known.
Some embodiments operate the fuel burning engine 130 at a level
which provides for the highest fuel efficiency.
The fuel burning engine 130 is shown connected to the energy
converter 108, such that the fuel burning engine 130 could turn a
generator to which it is coupled and provide power to the energy
converter 108, but other configurations are possible. For example,
in some embodiments, an integrated engine generator 130 provides
power directly to the vehicle propulsion battery 104.
The engine can run constantly, but various examples turn the engine
on or off based on energy requirements of the vehicle 102. Control
systems and methods to power the engine on and off are described
herein, such in the portions of the disclosure provided to explain
FIG. 2. An engine controller circuit 132 is shown which can control
whether the engine is powered on or off. The engine controller can
also control other aspects of the engine, such as air-to-fuel
mixture and other engine values.
A vehicle management system 116 is optionally provided which
provides control for one or more of the vehicle propulsion battery
104 and the energy converter 108. In certain examples, the vehicle
management system 116 is coupled to vehicle system which monitors a
safety system such as a crash sensor. In some examples the vehicle
management system 116 is coupled to one or more driver inputs, such
as acceleration inputs. The vehicle management system 116 is
configured to control power to one or more of the vehicle
propulsion battery 104 and the energy converter 108, in various
embodiments. The vehicle management system can also communicate
information relating to the engine 130 via sending a signal to the
engine controller 132. The vehicle management system 116 can also
communicate information relating to battery state of charge with
the state of charge circuit 128. The diagram shows that the engine
controller circuit 132 and the state of charge circuit 128 are
separate from the vehicle management system 116, but this depiction
is limiting only in function, and those components can be part of
the same computer system in some embodiments.
External power 118 is provided to communicate energy with the
vehicle propulsion battery 104, in various examples. In various
embodiments, external power 118 includes a charging station that is
coupled to a municipal power grid. In certain examples, the
charging station converts power from a 110V AC power source into
power storable by the vehicle propulsion battery 104. In additional
examples, the charging station converts power from a 120V AC power
source into power storable by the vehicle propulsion battery 104.
Some embodiments include converting energy from the battery 104
into power usable by a municipal grid. The present subject matter
is not limited to examples in which a converter for converting
energy from an external source to energy usable by the vehicle 100
is located outside the vehicle 100, and other examples are
contemplated.
Some examples include a vehicle display system 126. The vehicle
display system 126 includes a visual indicator of system 100
information in some examples. In some embodiments, the vehicle
display system 126 includes a monitor that includes information
related to system 100. As such, the vehicle display system 126 can
include information relating to vehicle state of charge, and
whether the engine 130 is powered on or off.
FIG. 2 is a block diagram of an electrical vehicle charging system
202, according to some embodiments. Various embodiments include a
battery 206. Also included is a fuel burning engine 210 that is
coupled to the battery to charge the battery, such as by turning a
generator. The system includes a motor 212 of an electric vehicle,
the motor 212 coupled to the electric vehicle to propel the
electric vehicle, the battery coupled to the motor 212 to power the
motor 212. The system also includes a state of charge circuit 204
to monitor a battery state of charge.
A state of charge circuit 204 is preprogrammed to operate according
to a selected one of a plurality of operational modes. In some of
these modes, the state of charge circuit 204 is to calculate an
averaged value over a time period. An averaged value can include a
statistical function such as an average or another statistical
function.
One embodiment includes at least two operational modes. In the
first operational mode, the state of charge circuit 204 is to
provide the engine control signal when the battery state of charge
is below a first state of charge and until the averaged value
increases to a first preprogrammed value. In the second operational
mode, the state of charge circuit is to 204 to provide the engine
control signal when the state of charge reaches a second state of
charge, lower than the first state of charge, and to provide the
engine control signal until the averaged value increases to a
second preprogrammed value other than the first preprogrammed
value. These embodiments can optionally include a third operational
mode to provide the engine control signal when the battery state of
charge is below a third state of charge and until a user selected
battery state of charge is reached. In some embodiments the first
state of charge is approximately 70% of a full battery state of
charge, the second state of charge is approximately 50% of the full
battery state of charge, and the third state of charge is
approximately 20% of the full battery state of charge, although
other percentages are possible.
In another embodiment, two operational modes are contemplated. In
the first operational mode, the state of charge 204 circuit is to
provide the engine control signal when the battery state of charge
is below a first state of charge and until the battery state of
charge reaches a second state of charge. In the second operational
mode, the state of charge circuit is to provide the engine control
signal when the state of charge is below a third state of charge
lower than the first state of charge and the second state of charge
and until the battery state of charge reaches a fourth state of
charge that is higher than the third state of charge and lower than
the first state of charge and the second state of charge.
In some optional configurations of this embodiment, in the second
operational mode, after the third state of charge has been reached
once, the state of charge circuit 204 provides the engine control
signal when the battery state of charge drops below a fifth state
of charge that is between the third and fourth states of charge. In
some instances, a difference between the third state of charge and
the fifth state of charge is greater than a difference between the
third state of charge and the fourth state of charge. In some
instances, the difference between the third state of charge and the
fifth state of charge is twice as great as the difference between
the third state of charge and the fourth state of charge. In some
configurations, a difference between the third state of charge and
the fifth state of charge is less than a difference between the
third state of charge and the fourth state of charge. In some
instances, the third state of charge is approximately 10%, the
fourth state of charge is approximately 23%, the fifth state of
charge is approximately 17%.
In further optional configurations of the prior embodiment, the
state of charge circuit 204 is to calculate an averaged value over
a time period and is preprogrammed to begin the time period after
the engine control signal is provided and a preprogrammed battery
state of charge is reached. In some instances, the difference
between the third state of charge and the averaged value is greater
than the difference between the fifth state of charge and the
averaged value.
Also included is an engine control circuit 208 to power on the fuel
burning engine and to power off the fuel burning engine based on
the engine control signal. The engine controller circuit 208 can
additionally control how the engine functions. The system is
capable of operation in various modes.
In various embodiments, a user interface 214 is coupled to the
state of charge circuit 204 to receive a user command to select
between at least the first operational mode and the second
operational mode such that the state of charge circuit 204 operates
in one of the first operational mode and the second operational
mode. A user interface 214 can include a switch, such as a toggle
switch or a key switch, in some embodiment. In additional
embodiments, the user interface 214 is a screen that can take
inputs. Inputs to a screen could be via the screen, such as through
touch, or through other means, such as by radio control. The user
interface 214 could include a light which indicates which mode it
is in. In some embodiments, each of the modes is indicated by an
illuminated message, either on a screen or otherwise, which labels
modes.
Hardware and Operating Environment
This section provides an overview of example hardware and the
operating environments in conjunction with which embodiments of the
inventive subject matter can be implemented. The subject matter of
associated with FIG. 3 can be used to implement additional subject
matter set out herein. For example, the subject matter of FIG. 3
can be used to implement the state of charge circuit associated
with FIG. 2.
A software program may be launched from a computer-readable medium
in a computer-based system to execute functions defined in the
software program. Various programming languages may be employed to
create software programs designed to implement and perform the
methods disclosed herein. The programs may be structured in an
object-orientated format using an object-oriented language such as
Java or C++. Alternatively, the programs may be structured in a
procedure-orientated format using a procedural language, such as
assembly or C. The software components may communicate using a
number of mechanisms well known to those skilled in the art, such
as application program interfaces or inter-process communication
techniques, including remote procedure calls. The teachings of
various embodiments are not limited to any particular programming
language or environment. Thus, other embodiments may be realized,
as discussed regarding FIG. 3 below.
FIG. 3 is a block diagram of an article 300 according to various
embodiments of the present subject matter. Such embodiments may
comprise a computer, a memory system, a magnetic or optical disk,
certain other storage device, or any type of electronic device or
system. The article 300 may include one or more processor(s) 306
coupled to a machine-accessible medium such as a memory 302 (e.g.,
a memory including electrical, optical, or electromagnetic
elements). The medium may contain associated information 304 (e.g.,
computer program instructions, data, or both) which, when accessed,
results in a machine (e.g., the processor(s) 306) performing the
activities described herein.
FIG. 4 is a diagram showing state of charge over miles operated,
according to an embodiment. The diagram shows a first averaged
value 404 and a second averaged value 402. The first averaged value
corresponds to a first operational mode 402. The second averaged
value corresponds to a second mode such as the second mode 403, but
the systems and methods discussed here are not limited to those two
modes. These modes may be user selectable as disclosed herein.
In a first mode 401, the system allows the battery to be depleted
during normal use of the vehicle until a state of charge circuit
determines that the state of charge of the battery has dropped
below a specified state of charge 410. The system will start the
fuel burning engine to drive a generator to charge the battery up
to a second state of charge 411.
The second state of charge 411 could be equal to the first if the
system could cycle very fast. In reality, it will be higher than
the first state of charge 410. As such the system will start and
stop the engine to maintain charge at between the first and second
state of charges. An averaged value 404 will be used to determine
if the vehicle is maintaining a target value, such as 68% state of
charge. The state of charge circuit calculates the average value
404 based on collecting samples of the state of charge of the
battery over time. Time used to calculate the averaged value can
start at 0 miles or can be reset to start at 411 once that state of
charge has been met. Other methods of monitoring the difference
between the first and second states of charge are also possible,
such as by running the fuel burning engine to maintain a state of
charge which is within a specified sigma value between the first
state of charge and the second state of charge. Other control
algorithms are possible.
In some embodiments, the average charge 404 is the charge that has
been determined to be necessary for the vehicle to operate normally
in everyday use. A substantial amount of power is kept in reserve
to be used for various tasks. For example, the power can be used
instantly, such as in a high-load race, maximum power to the wheels
race, or it can be a high power requirement over time, such as
driving through a hilly valley wherein the vehicle undergoes many
changes in elevation.
In some examples, a normal system is a system that can accommodate
normal driving behavior as set out by the Environmental Protection
Agency's drive cycle or another drive cycle. For example, the
average charge is enough to allow for the vehicle to climb hills
without have to run solely on energy provided by the fuel burning
engine. In one example drive cycle, at least 68% of the full charge
of the battery is kept in reserve to be used to power the vehicle
in situations that require a lot of power. In further examples, an
average battery energy reserve of 50% of state of charge is used in
some examples, but other examples are possible. In some examples,
the energy reserve is measured by measuring the battery voltage.
For example, a battery reserve with a voltage of 50% of the voltage
at full battery charge is used.
To maintain such performance, the first mode will maintain the
vehicle at an average state of charge 404 which can provide for
normal perceived use. The first mode will do this even if the
vehicle is not being stressed to a level where a substantial
reserve of the average battery energy is required.
But users may want to go a further distances purely on electric
power, even if there is a risk that in some conditions the driving
may not be "normal". In various embodiments, once the user has
driven this far and depleted the battery reserves, it is possible
for the fuel burning engine to provide energy that can ultimately
propel the vehicle (e.g. at a creeping speed), but which will not
provide enough energy to propel the vehicle according to what a
user would perceive as normal.
Thus, in the second mode 403, the system allows the voltage to drop
to a lower level 408. This level is much further below the average
value 404 of the first mode. This mode improves the driving range
that is possible using only the battery and not the fuel burning
engine. Charging via the fuel burning engine begins after more
battery-only miles have been driven. This mode also stores a lower
reserve of power, such as an averaged value, in favor of reducing
the amount of fuel that is ultimately burned. As such, this mode
provides for decreased flexibility in the driving pattern of the
vehicle. The vehicle might climb hills less quickly, or accelerate
less quickly, but it also burns less fuel. This is preferred by
some vehicle users who seek to reduce the amount of fuel burned by
the engine 210 as much as possible, such as those who are concerned
about the environment.
The second mode can maintain an averaged value state of charge 402.
This is lower than the engine-on threshold 410 of the first mode
401. A vehicle operating as such would not run the engine long
enough to reach the higher value 411 of the first mode. In this
mode, the use might plan to rely on the potential to stop driving
and charge the vehicle using an energy source such as a municipal
power grid.
However, the system can be configured optionally to charge up to at
least the threshold 411 after the lower limit 408 has been reached.
This charge up 408 will eventually restore the vehicle to normal
operating charge levels, so that the averaged value 404 is
maintained. As such, a driver can attempt to make an entire trip on
batteries alone, but then can have their engine run to restore the
deeply depleted batteries back to a normal state.
There are several opportunities to lower the amount of fuel
consumed. A first opportunity is to allow discharge down to the
third threshold 408 before an engine is started to charge the
battery. A second opportunity is to run the engine to charge up to
the second averaged value 402 instead of running the engine to
charge up to the first averaged value 404. If this second
possibility is elected, the constant fuel burn 406 to get to the
first averaged value 404 is avoided. In one option, 408 is lower
than 413, which is a state of charge threshold for maintaining 402
when in the second mode and the value 408 has already been reached
once. This is a less substantial version of the recovery charge,
constant fuel burn 406, and can reduce some fuel consumption.
If a mode is selected in which the averaged value 404 is desired,
the present subject matter can allow for a drop to the third
threshold value 408 of 10%. This allows for an extra 30 miles of
drive before fuel is burnt. This also provides for a much lower
state of charge, which in turn can limit the flexibility of use of
the vehicle.
The diagram shows that if the user is using the first averaged
value 404, they can only drive around 15 miles before fuel is
burned. But if they are using the second state of charge 402, they
can drive 50 miles before fuel is burned. This second state of
charge operating mode allows for users who can potentially not use
fuel, if their daily commute distance is less than this distance
and does not require them to use the fuel.
The value of the first averaged value 404 and for the second
averaged value 402 can be selected based on battery chemistry. For
example, an averaged value can be selected based on the optimal
charge density for a battery.
FIG. 5 is a diagram showing state of charge over miles operated,
according to an embodiment. In various embodiments, a first
operational mode is to allow depletion of state of charge of the
battery down to a first state of charge 507 and to provide an
engine control signal to maintain a first averaged value 508 that
is higher than the first state of charge by controlling the engine
to charge the battery. A second operational mode is to allow
depletion of the state to charge the battery down to a second state
of charge 503 which is lower than the first state of charge 507,
and to provide the engine control signal to maintain a second
average state 506 of charge that is higher than the second state of
charge 507.
If a mode is selected in which the averaged value 502 is desired,
the present subject matter can allow for a drop to the threshold
value 501 of 10% in the illustration. This allows for an extra 30
miles of drive according to the illustration before fuel is burnt
when compared to the second mode which has an averaged value of
approximately 50%. This also provides for a much lower state of
charge, which in turn can limit the flexibility of use of the
vehicle. The graph shows that if the user is using the first
averaged value 508, they can only drive around 5 miles before fuel
is burned. But if they are using the second state of charge 502,
they can drive 50 miles before fuel is burned. This second state of
charge operating mode allows for users who can potentially not use
fuel, if their daily commute does not require their car to begin to
use fuel.
The magnitude of the first averaged value, second averaged value,
etc. can be selected based on battery chemistry. For example, an
averaged value can be selected based on the optimal charge density
for a battery. These values could also be selected to improve
calendar life of the vehicle. For example, if the first mode,
illustrated as having an averaged value of 88%, damages the
calendar life of the batteries, that mode can be selected only
after a user is warned of this and acknowledges that this damage
will occur.
In various embodiments, a display screen could allow a user to
select between "power mode", "normal mode" and "max EV mode". In
some embodiments, "power mode" would select an average that would
be targeted to reach approximately 70%, and would begin to charge
the batter such as soon as required to always maintain at least 70%
averaged value. A "normal mode" would operate in a fashion similar
to the first mode, but would always maintain at least a 50%
averaged value. A "max EV mode" the averaged value would target
around 20%. In "max EV mode" charging would not begin until the
third state of charge was reached. Mode 401 of FIG. 4 is a normal
mode, while mode 403 is a max EV mode that allows deep discharge of
the battery before fuel burning is used to power a generator to
charge a battery.
FIG. 6 is a diagram of a method 600, according to an embodiment. At
602, the embodiment includes monitoring a battery state of charge
circuit that is coupled to a vehicle battery. At 604, the method
includes calculating an averaged value of the state of charge over
a time period. At 606, the method includes charging the vehicle
battery by powering a generator with a fuel burning engine that
powered on and powered off according to one of a first operational
mode and a second operational mode. In the first operational mode,
at 608, the engine is powered on when the battery state of charge
drops below a first state of charge and continues until the
averaged value of the state of charge increases to a first
preprogrammed value. In the second operational mode at 610 the
engine is powered on when the battery state of charge drops below a
second state of charge, lower than the first state of charge, and
continues until the averaged value of the state of charge increases
to a second preprogrammed value lower than the first preprogrammed
value. At 612, the method includes receiving a user command to
select between the first operational mode and the second
operational mode.
The Abstract is provided to comply with 37 C.F.R. .sctn.1.72(b) to
allow the reader to quickly ascertain the nature and gist of the
technical disclosure. The Abstract is submitted with the
understanding that it will not be used to interpret or limit the
scope or meaning of the claims.
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